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GAS ENGINE. Y No. 561,774. Patented June 9, 1896.

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G.-P. EGGERDINGER & G. R. SWAINE.

GAS ENGINE.

Patented June 9, 1896.

L'IDlTZZ)IIS,

PHOTO-WHO. WASMNGFON. D C

UNITED STATES PATENT OEricE.

GEORGE F. EGGERDINGER AND GEORGE R. SW'AINE, OF CLEVELAND, OHIO.

GAS-ENGINE- SPECIFICATION forming part of Letters Patent N0. 561 R74,dated June 9, 1896.

Application filed August 3, 1895. Serial No. 558,177. No model.)

To all; whom it may concern:

Be it known that we, GEORGE F. EGGER- nnvenn and GEORGE R. SWAINE,citizens of the United States, residing at Cleveland, in the county ofCuyahoga and State of Ohio, have invented certain new and usefulImprovements in Gas-Engines, of which the following is a specification.

This invention relates to that class of engines in which. a mixture ofgas or gasolene and air under compression is ignited by an electricspark to operate the piston.

The objects of our invention are to provide a gasolene-engine in whichthe cylinders are located directly opposite each other, having theirpistons working in a direct line on one or practically one piston-rod,dispensing with connecting-rods, the crank working in a reciprocatingframe carried by the piston-rod.

The invention. consists in the peculiar construction and combinations,substantially as hereinafter described, and pointed out in the claim,whereby simplicity of construction, facility of management, ease ofrepair, readiness of removal, and access to the principal parts are theadvantages derived.

This engine is light and compact in struc ture, is portable, isadmirably adapted for cycle or yacht purposes, or for all light work towhich small motors are applicable. The cylinder-heads having theigniting and valve mechanisms attached enables,when removed, easy accessto all the working parts for adjustment, repairs, or cleaning.

In the accompanying drawings, Figure 1 is a side elevation of our newgasolene-engine, showing one of the valve mechanisms in section. Fig. 2is a top or plan view of the engine. Fig. 3 is a longitudinal section ofthe same. Fig. 4 is a cross-section on line 4 at on Fig. 1. Fig. 5 is adetachedview of one of the cylinder-heads, showing one of the valvemechanisms and manner of attaching same. Fig. 6 is a cross-section of acylinder-head, showing the construction and manner of insulating theigniting device. Figs. 7, 8, 9, and

D 10 are details of the valve-operating mechanism.

A A represent two cylinders united in one casting by an intermediatebarrehshaped body A, having an oval opening in its top side and aslotted opening in its under side.

A A are pedestals cast with and on the under sides of the cylinders, bywhich the whole structure is supported on a suitable foundation-block AB B are the boxes or bearings for the crankshaft, which are also castwith the cylinders. The purpose of casting the cylinders, the cylinderconnection, the pedestals, and bearings all in one piece is to give themstrength and rigidity. The cylinders are made open at the ends and havewater-jackets oa with inlets a, a and outlets a a C O are thecylinder-heads, partly in cylindrical form, making an extension of thecylinders beyond the throw of the pistons and forming thecombustion-chamber. The heads are also provided with water-spaces b h,and the heads are fastened to the cylinders by bolts 1) h, reaching intosolid portions 11 b in the ends of the cylinders.

D D are pistons, and E E are piston-rods connecting the pistons to aframe F, which joins the piston-rods and makes them practically one.

Gis a crank and crank-shaft supported in the boxes B B. The wrist-pin ofthe crank is held in a sliding block G, working in the reciprocatingframe F, and by means of which the crank-shaft receives rotary motion.

In each of the heads is provided an electric igniting device, consistingof electrical contact-points, described as follows: II is a sleevescrewed into the center of the head. 11 is a tube having a flange 71 onits inner end and is screw-threaded on its outer end, and is held in thesleeve H by jam-nut 71 H is an insulating packing interposed between thesleeves H and H.' I is a contact-pin inserted through the sleeve H,having a head on its outer end. I is a stuffing-box capscrewed onto theend of the sleeve H, and 1 is a bent spring attached to the head O andinsulated therefrom by mica or hard-rubber washers The upper end of thespring bears against the head of the pin I for the purpose of pushing itinward. J is a contactpin fixed in the center of the pistons D D, whichat each outward stroke of the pistons contacts with pins I for ignitingthe gasolene. jj are binding-posts, one of which is attached to theheads C, and the other to the jam-nuts 71 for attaching the wires of abattery.

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The valve mechanism is described as follows: K is a casting having aflange by which it is bolted to one side of the cylinder-heads C 0,provided with an inlet-port 70. K is a downwardly-extending arm of saidcasting, having a chamber in communication with said inlet-port 7c, inwhich is a valve-seat 7t, a valve k having a vertical stem k acting insaid valve-seat. K is an inlet to the chamber under the valve for theingress or suction of air and gasolene. K is a horizontal side chamberalso in communication with the inlet-port 7c, in which is also provideda valveseat 70*, and 70 is an exhaust-outlet. K is a valve on ahorizontal stem K acting in said seat 76*.

The mechanism for operating said valves is described as follows: L isapinion on the end of the crank-shaft, having sixteen teeth, and M is agear having thirty-two teeth, revolving on a pin fixed in a hanger mbelow the pinion L and in mesh with the pinion. In the face of said gearis made a recess m, in which a disk h is fitted and adjustably held byset-screws m N is a stud or pin on said disk at one side of the center.0 O are curved levers fulcrumed at their lower ends to a pin or arm 0 onthe lower end of the hanger m below the gear M. The upper ends of theselevers O O are joined by connecting-rods R R with the valve-stems KRetracting-springs S S, attached to the cylinders and bearing on acollar 8 on the valve-stems, serve to return the valves to their seatswhen free. On the inside edges of the levers O 0, about midway of theirlength, are made projections 19 19, against which the stud-pin N strikesin its revolutions for pushing the levers and actuating the valves. T T'1 are oil-cups for lubricating the pistons and crank-journals.

The workings of this engine are as follows: The pistons being in thepositions in the cylinders seen in Fig. 3, and the suction-pipes beingconnected with a suitable gasolenesupply vessel, the engine may bestarted by grasping the balance-wheel and giving the crank a half-turn.This carries the pistons to the left. The suction caused by the movementof the pistons lifts the valve 70 and draws into the cylinder at theright a supply of air and gasolene. Now by giving the balance-wheel afurther half-turn the pistons are again moved to the right. Thisproduces the like result in the cylinder at the left and at the sametime compresses the air and gasolene in the right-hand cylinder,andiwhen the contact-pins I and J meet the electric current is closedand an explosion takes place, driving the pistons to the left again. Asthe pistons have moved to the right, air and gasolene have been drawninto the left-hand cylinder, and as the pistons have moved to the leftthe air and gasolene have been compressed therein and the contact-pointsmet and explosion has taken place. Explosions and exhaustions take placein each cylinder at every other inward stroke of the pistons, so that asthe explosion in the left-hand cylinder was taking place the right-handcylinder was exhausting. This was produced by the stud-pin N on the gearM pushing the lever O and opening eX- haust-valve K Said gear M, asbefore clescribed, makes but one revolution to every two revolutions ofthe crank. Therefore the stud-pin moving at half the rate of the pinionL doesnot strike the levers O 0 only at each inward stroke of thepistons. Thus as one cylinder is exhausting the other is exploding, andvice versa. The revolutions of the gear M being at half the rate of thepinion also holds the valves open longer and permits of completeexhaustion in the cylinders during an inward stroke of a piston.

These engines are capable of running with only one cylinder at a time,if desired, when less power is required.

Having described our invention, we claini In a gas-engine of thecharacter described, the combination with the cylinders A, A, of thevalve mechanism consisting of the valvebody K having port 70 leadinginto the cylinders, chambered extension K having valveseat is and valves70 the chambered extension K having valve-seat k and valve K, suctioninlet-port K and exhaust-port k valve-stems K levers O, O, fulcrumed tohanger m and connected by rods R, R, to the valve-stems, a pinion L onthe crank-shaft, gear M journaled on the hanger 'm and in mesh with thepinion, stud-pin N on said gear M, all constructed and adapted tooperate substantially as described.

GEORGE E. EGGERDINGER. GEORGE E. SW'AINE.

lVitnesses:

DAVID Z. HERE, CHAs. W. ScHUBnRr.

